Fuel oil control adjusting structure

Abstract

The utility model provides a fuel oil control adjusting structure which comprises a valve body with an oil inlet, a main oil way and a starting oil way are arranged in the valve body, the main oil way comprises a fuel oil leading-in channel, an adjusting cavity and a fuel oil hole, the rear end of the fuel oil leading-in channel is connected to the front end of the adjusting cavity, and the front end of the fuel oil hole is arranged on the inner circumferential wall of the middle of the adjusting cavity. A first piston valve core is arranged in the adjusting cavity; a control cavity is further formed in the valve body, a second piston valve element is arranged in the control cavity, the second piston valve element and the first piston valve element are connected through a connecting shaft, the control cavity is divided into a front cavity and a rear cavity, the front cavity is communicated with the air outlet end of an aircraft engine compressor, and the rear cavity is communicated with the outside atmosphere. When the first piston valve element is located at the front end of the adjusting cavity, the fuel oil hole is closed, and when the first piston valve element moves from front to back, the fuel oil hole is gradually opened. The structure can avoid too fast oil inlet of the main oil way, prevent sudden pressure drop of the starting oil way, and improve the starting reliability of the aircraft engine.

Description

Technical Field

[0001] The utility model relates to the technical field of aviation fuel valves, in particular to a fuel control and adjustment structure. Background Art

[0002] Modern small and medium-sized aircraft engine fuel systems utilize an electric fuel pump and a dual-circuit solution. This involves controlling the fuel supply with an electric fuel pump. The starting oil circuit is connected to a centrifugal starting nozzle, which atomizes the fuel before a high-energy igniter ignites it, starting the engine. After startup, the engine is supplied with fuel from a venturi nozzle connected to the main oil circuit. This current solution, however, suffers from a significantly lower flow resistance in the main oil circuit than in the starting oil circuit, leading to excessively rapid fuel flow. This leads to a sudden drop in starting oil circuit pressure at the moment of switching between the starting and main oil circuits, reducing fuel supply and potentially causing engine start failure. Utility Model Content

[0003] The technical problem to be solved by the present invention is that the main oil circuit enters the oil circuit too quickly, causing the starting oil circuit pressure to drop suddenly, reducing the oil supply, and easily leading to engine starting failure. In order to overcome the above defects of the existing technology, the present invention provides a fuel control and adjustment structure.

[0004] The utility model provides a fuel control and adjustment structure, comprising a valve body with an oil inlet, wherein a main oil circuit and a starting oil circuit communicating with the oil inlet are provided in the valve body, wherein the main oil circuit is used to be connected to the main fuel system of an aircraft, and the starting oil circuit is used to be connected to the starting fuel system of the aircraft, and the starting fuel system of the aircraft starts the aircraft engine, and the main oil circuit comprises a fuel introduction channel, an adjustment chamber and a fuel hole, wherein the front end of the fuel introduction channel is communicated with the oil inlet, and the rear end of the fuel introduction channel is connected to the front end of the adjustment chamber, and the adjustment chamber is a cylindrical cavity, and the front end of the fuel hole is provided on the inner peripheral wall in the middle of the adjustment chamber, and the rear end of the fuel hole is connected to the main fuel system of the aircraft A first piston valve core that moves axially is provided in the regulating chamber; a control chamber is also provided in the valve body, and a second piston valve core that moves is provided in the control chamber. The second piston valve core is connected to the first piston valve core by a connecting shaft, and the second piston valve core seals and separates the control chamber into a front chamber and a rear chamber. The front chamber is connected to the air outlet end of the aircraft engine compressor, and the pressure at the air outlet end of the aircraft engine compressor gradually increases as the aircraft engine starts, and the rear chamber is connected to the outside atmosphere. When the first piston valve core is located at the front end of the regulating chamber, the fuel hole is closed, and when the first piston valve core moves from front to rear, the fuel hole gradually opens.

[0005] Compared with the prior art, the fuel control and adjustment structure of the present application has the following advantages: when the first piston valve core is located at the front end of the adjustment chamber, the fuel hole is closed, that is, the fuel hole is disconnected from the fuel introduction channel, so that the valve body supplies oil to the aircraft starting fuel system through the starting oil circuit; when the starting oil circuit switches to the main oil circuit, the pressure at the outlet end of the aircraft engine compressor gradually increases as the aircraft engine starts, and a pressure difference is formed between the front chamber and the rear chamber, causing the second piston valve core to move backward. The second piston valve core moves the first piston valve core backward through the connecting shaft, and the fuel hole is connected to the fuel introduction channel, and the fuel hole is gradually opened, that is, the entire process of switching the main oil circuit oil supply is smooth, avoiding excessively fast oil inflow to the main oil circuit, preventing a sudden drop in the starting oil circuit pressure, and improving the starting reliability of the aircraft engine.

[0006] In a possible implementation manner, a guide rod is provided on the first piston valve core, and a guide hole for the guide rod to move axially is provided on the valve body.

[0007] Compared with the prior art, the above technical solution can provide the first piston valve core with axial movement guidance, thereby improving the movement reliability of the first piston valve core.

[0008] In a possible embodiment, a spring is provided in the regulating chamber, the front end of the spring is connected to the first piston valve core, the rear end of the spring is connected to the valve body, and the spring is sleeved on the guide rod to drive the first piston valve core to move forward.

[0009] Compared with the existing technology, the above technical solution can make the first piston valve core be subjected to a certain extrusion force at the front end of the regulating valve, so as to delay the backward movement of the first piston valve core, avoid excessively fast oil inflow into the main oil circuit, and facilitate the oil inflow into the starting oil circuit.

[0010] In a possible implementation manner, an annular groove is provided on the outer peripheral wall of the second piston valve core, a sealing ring is provided in the annular groove, and the sealing ring is in sealing contact with the inner peripheral wall of the control chamber.

[0011] Compared with the prior art, the above technical solution can seal and isolate the front cavity and the rear cavity, thereby improving the movement reliability of the second piston valve core.

[0012] In a possible implementation, a mounting cavity is provided in the valve body, a detachable valve sleeve is provided in the mounting cavity, and the regulating cavity and the control cavity are provided in the valve sleeve, which are coaxial and spaced apart.

[0013] Compared with the existing technology, the above technical solution can facilitate the assembly of the entire valve, and at the same time, the structural connection is stable and reliable in use.

[0014] In a possible implementation, the coupling is passed through the valve sleeve, the front end of the coupling is located in the control cavity, the rear end of the coupling is located in the regulating cavity, and a sealing ring is provided between the valve sleeve and the coupling.

[0015] Compared with the prior art, the above technical solution can improve the separation and sealing between the regulating chamber and the control chamber. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0017] Figure 2 This is the cross section of the utility model Figure 1 ;

[0018] Figure 3 This is the cross section of the utility model Figure 2 ;

[0019] Figure 4 It is a partial structural diagram of the utility model;

[0020] Description of reference numerals:

[0021] 1. Valve body; 11. Oil inlet; 12. Guide hole; 13. Mounting chamber; 2. Main oil circuit; 21. Fuel inlet channel; 22. Adjusting chamber; 23. Fuel hole; 3. Starting oil circuit; 4. First piston valve core; 5. Control chamber; 51. Front chamber; 52. Rear chamber; 6. Second piston valve core; 61. Ring groove; 62. Sealing ring; 7. Connecting shaft; 8. Guide rod; 9. Spring; 10. Valve sleeve; 101. Sealing ring. DETAILED DESCRIPTION

[0022] First, those skilled in the art should understand that these embodiments are merely used to explain the technical principles of the embodiments of the present application and are not intended to limit the scope of protection of the embodiments of the present application. Those skilled in the art may adjust them as needed to suit specific application scenarios.

[0023] In the description of the embodiments of this application, it should be noted that, unless otherwise specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium. Those skilled in the art will understand the specific meanings of the above terms in the embodiments of this application based on the specific circumstances.

[0024] In the embodiments of the present application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, a first feature being "above," "above," and "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0025] The present application is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0026] See also Figures 1 to 4 , the embodiment of the present application discloses a fuel control and adjustment structure, including a valve body 1 with an oil inlet 11, a main oil circuit 2 and a starting oil circuit 3 connected to the oil inlet 11 are provided in the valve body 1, the main oil circuit 2 is used to be connected to the main fuel system of the aircraft, the starting oil circuit 3 is used to be connected to the starting fuel system of the aircraft, and the aircraft starting fuel system starts the aircraft engine, the main oil circuit 2 includes a fuel introduction channel 21, a regulating chamber 22 and a fuel hole 23, the front end of the fuel introduction channel 21 is connected to the oil inlet 11, the rear end of the fuel introduction channel 21 is connected to the front end of the regulating chamber 22, the regulating chamber 22 extends axially to form a cylindrical cavity, the front end of the fuel hole 23 is provided on the inner circumferential wall in the middle of the regulating chamber 22, and the rear end of the fuel hole 23 is connected to the main fuel system of the aircraft, a first piston valve core 4 that moves axially is provided in the regulating chamber 22, the first piston valve core 4 The core 4 is used to open and close the fuel port 23. The valve body 1 also includes a control chamber 5, which houses a movable second piston valve core 6. The second piston valve core 6 is connected to the first piston valve core 4 via a coupling 7. The second piston valve core 6 seals and separates the control chamber 5 into a front chamber 51 and a rear chamber 52. The front chamber 51 is connected to the outlet of the aircraft engine compressor, where pressure gradually increases as the aircraft engine starts. The rear chamber 52 is connected to the atmosphere. When the first piston valve core 4 is located at the front end of the regulating chamber 22, the fuel port 23 is closed, meaning the first piston valve core 4 moves between the fuel introduction passage 21 and the fuel port 23. As the first piston valve core 4 moves from front to back, the fuel port 23 gradually opens, meaning both the fuel introduction passage 21 and the fuel port 23 are located in front of the first piston valve core 4. The aircraft main fuel system, aircraft starting fuel system, aircraft engine, and aircraft engine compressor are all conventional.

[0027] As can be seen from the above, when the first piston valve core 4 is located at the front end of the regulating chamber 22, the fuel hole 23 is closed, that is, the fuel hole 23 is disconnected from the fuel introduction channel 21, so that the valve body 1 supplies oil to the aircraft starting fuel system through the starting oil circuit 3. When the starting oil circuit 3 switches to the main oil circuit 2, the pressure at the outlet end of the aircraft engine compressor gradually increases as the aircraft engine starts, and a pressure difference is formed between the front chamber 51 and the rear chamber 52, causing the second piston valve core 6 to move backward. The second piston valve core 6 moves the first piston valve core 4 backward via the connecting shaft 7, and the fuel hole 23 is connected to the fuel introduction channel 21. The fuel hole 23 is gradually opened. That is, the entire process of switching the oil supply to the main oil circuit 2 is smooth, avoiding excessively rapid oil inflow into the main oil circuit 2, preventing a sudden drop in the pressure of the starting oil circuit 3, and improving the starting reliability of the aircraft engine.

[0028] In this embodiment, a guide rod 8 is provided on the first piston valve core 4, and a guide hole 12 is provided on the valve body 1 for the guide rod 8 to move axially. This enables the first piston valve core 4 to have axial movement guidance, thereby improving the movement reliability of the first piston valve core 4.

[0029] In this embodiment, a spring 9 is provided in the regulating chamber 22, the front end of the spring 9 is connected to the first piston valve core 4, and the rear end of the spring 9 is connected to the valve body 1. The spring 9 is sleeved on the guide rod 8 to drive the first piston valve core 4 to move forward, thereby enabling the first piston valve core 4 to be subjected to a certain extrusion force at the front end of the regulating valve to achieve delayed backward movement of the first piston valve core 4, thereby avoiding excessively fast oil inflow into the main oil circuit 2 and facilitating oil inflow into the starting oil circuit 3.

[0030] In this embodiment, an annular groove 61 is provided on the outer peripheral wall of the second piston valve core 6, and a sealing ring 62 is provided in the annular groove 61. The sealing ring 62 is sealed in contact with the inner peripheral wall of the control chamber 5, thereby enabling the front chamber 51 and the rear chamber 52 to be sealed and isolated, thereby improving the movement reliability of the second piston valve core 6.

[0031] In this embodiment, an installation cavity 13 is provided in the valve body 1, a detachable valve sleeve 10 is provided in the installation cavity 13, and the regulating cavity 22 and the control cavity 5 are coaxially and spaced apart in the valve sleeve 10, thereby facilitating the assembly of the entire valve, and the structural connection is stable and reliable in use.

[0032] In this embodiment, the coupling 7 is passed through the valve sleeve 10, the front end of the coupling 7 is located in the control chamber 5, and the rear end of the coupling 7 is located in the regulating chamber 22. A sealing ring 101 is provided between the valve sleeve 10 and the coupling 7, thereby improving the separation and sealing between the regulating chamber 22 and the control chamber 5.

[0033] In this embodiment, the fuel control and adjustment structure operates in operating state 1: the spring 9 drives the first piston valve core 4 forward, squeezing the first piston valve core 4 against the front end of the adjustment chamber 22. At this time, the fuel hole 23 is disconnected from the fuel introduction channel 21, and the valve body 1 supplies fuel to the aircraft starting fuel system through the starting oil line 3.

[0034] In this embodiment, the fuel control and adjustment structure operates in a second state: when the starting oil circuit 3 switches to the main oil circuit 2, the pressure at the outlet of the aircraft engine compressor gradually increases as the aircraft engine starts. This creates a pressure difference between the front chamber 51 and the rear chamber 52, overcoming the squeezing force of the spring 9 and causing the second piston valve core 6 to move rearward. The second piston valve core 6 then moves the first piston valve core 4 rearward via the coupling 7, causing the fuel port 23 to communicate with the fuel introduction channel 21 and gradually open, thereby achieving a slow oil supply switch to the main oil circuit 2.

[0035] In the description of the embodiments of the present application, it should be noted that in the description of the present application, terms such as "inside" and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present application.

[0036] In the description of the present application, the description with reference to the terms "one embodiment", "some embodiments", "in the present embodiment", "specific example", or "some examples" means that the specific features, mechanisms, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, mechanisms, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples, unless they are contradictory.

[0037] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A fuel control and adjustment structure, comprising a valve body (1) having an oil inlet (11), wherein a main oil circuit (2) and a starting oil circuit (3) communicating with the oil inlet (11) are provided in the valve body (1), wherein the main oil circuit (2) is used to be connected to an aircraft main fuel system, and the starting oil circuit (3) is used to be connected to an aircraft starting fuel system, wherein the aircraft starting fuel system starts an aircraft engine, and wherein: The main oil circuit (2) comprises a fuel introduction channel (21), a regulating chamber (22) and a fuel hole (23). The front end of the fuel introduction channel (21) is communicated with the oil inlet (11), and the rear end of the fuel introduction channel (21) is connected to the front end of the regulating chamber (22). The regulating chamber (22) is a cylindrical cavity. The front end of the fuel hole (23) is arranged on the inner peripheral wall of the middle part of the regulating chamber (22). The rear end of the fuel hole (23) is connected to the main fuel system of the aircraft. A first piston valve core (4) that moves in the axial direction is provided in the regulating chamber (22); a control chamber (5) is further provided in the valve body (1), and a second piston valve core (4) that moves in the axial direction is provided in the control chamber (5). The second piston valve core (6) is connected to the first piston valve core (4) via a connecting shaft (7). The second piston valve core (6) seals and separates the control chamber (5) into a front chamber (51) and a rear chamber (52). The front chamber (51) is connected to the air outlet of the aircraft engine compressor. The pressure at the air outlet of the aircraft engine compressor gradually increases as the aircraft engine starts. The rear chamber (52) is connected to the outside atmosphere. When the first piston valve core (4) is located at the front end of the regulating chamber (22), the fuel hole (23) is closed. When the first piston valve core (4) moves from front to rear, the fuel hole (23) gradually opens.

2. The fuel control and adjustment structure according to claim 1, characterized in that: The first piston valve core (4) is provided with a guide rod (8), and the valve body (1) is provided with a guide hole (12) for the guide rod (8) to move along the axial direction.

3. The fuel control and adjustment structure according to claim 2, characterized in that: A spring (9) is provided in the regulating chamber (22), the front end of the spring (9) is connected to the first piston valve core (4), the rear end of the spring (9) is connected to the valve body (1), and the spring (9) is sleeved on the guide rod (8) to drive the first piston valve core (4) to move forward.

4. The fuel control and adjustment structure according to claim 1, characterized in that: An annular groove (61) is provided on the outer peripheral wall of the second piston valve core (6), a sealing ring (62) is provided in the annular groove (61), and the sealing ring (62) is in sealing contact with the inner peripheral wall of the control chamber (5).

5. The fuel control and adjustment structure according to claim 1, characterized in that: The valve body (1) is provided with a mounting cavity (13), a detachable valve sleeve (10) is provided in the mounting cavity (13), and the valve sleeve (10) is provided with the regulating cavity (22) and the control cavity (5) which are coaxially and spaced apart.

6. The fuel control and adjustment structure according to claim 5, characterized in that: The coupling (7) is inserted into the valve sleeve (10), the front end of the coupling (7) is located in the control chamber (5), and the rear end of the coupling (7) is located in the regulating chamber (22). A sealing ring (101) is provided between the valve sleeve (10) and the coupling (7).

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